Where should we start? The story of segars-Trama circuit really needs to be recounted from the beginning.
This is the first time I have witnessed a car sliding down the slope, not to mention many people following it. Andy Wallace, who drives a Long Xing at a speed of 300 mph (482.8 km/h), is one of them, along with legendary chassis master loris Bicochi. These two are my great heroes, and I have the honor to have lunch with them. Strangely, it was a Chinese lunch sent by a Smart ForTwo with EB 1 10 GT license plate, which was no less than the adventure of driving Veyron to a monastery to apply for permission the next day and shooting on a private road outside the courtyard.
This story is unusual by any standards. So in order to help me clear my mind, I want to explain the past first. According to historical records, since Pierre Veyron won the Le Mans championship in 1939, Bugatti has never won this honor again. Even if he participated in the competition, he has never been able to "complete" the event. This past event can be said to be even more heart-wrenching, because in the years of 8 1 year, there was actually only one Bugatti who once competed for the Le Mans championship, that is, the one you saw before your eyes.
No.34 EB 1 10 SS is a road car modified by the factory to compete for the first place in La Sarthe 1994. The original manual gearbox and four-wheel drive system of the road car version are retained, and the original design of the road car has also been improved. Hommel, a French publishing tycoon, commissioned him to make this car because he wanted to realize a dream-to drive this car directly from the Campogalliano factory in Bugatti, which was claimed to be the most advanced in the world at that time, to Le Mans, thousands of miles away, and then drive the same car back. But it turns out that this is a one-way trip.
Because that game deviated from the original plan of the team. As far as the new "super car" group of 1994 is concerned, EB 1 10 is really fast. The original intention of setting up this new group in the same year was to balance the differences between LMP and GT cars. Later, Porsche took advantage of the loopholes in the competition rules to transform the old 962 racing car into a street car (the famous Doyle Porsche), and then turned these street cars back into racing cars. Anyway, EB 1 10 was in good condition and the speed was very high, ranking sixth in the audience at one time. The problem is that it is a little addicted to eating turbo snacks and reimbursed five superchargers back and forth. The most terrible thing is that less than an hour before the end of the race, the tire broke down, causing Jean-Christophe Bouillon to hit the first deceleration corner on the Mulsanne straight, and the fairy tale dream of 1994 was shattered.
The following story is more exciting. These cars include EB 1 10 Le Mans, silver EB 1 10 (the only EB 1 10 racing car outside Le Mans, 1995 once participated in Daytona 24 Hours) and This gentleman doesn't want to reveal his identity, not to protect his privacy, but because he doesn't want people to put these protagonists aside because of his story. Everyone is curious, so I still want to tell his story, because I think everyone will like this guy. At the age of sixteen, he was bitten by a bug as soon as he boarded EB 1 10 in the dealer exhibition hall in Vienna (Bug= bug, not so funny, please forgive me), and then began to search for these Bugatti products when the automobile market was in a downturn. "Their price is about150,000 euros, which is the same as that of Gallardo. I thought,' No way, it's the same price as Lamborghini's entry-level model'. There are thousands of products there, but only the original product of 128 is produced here. In addition, Bugatti and Veyron were among the brands with a unit price of one million euros. Isn't the value of these old works greatly underestimated? "
So he bought ten pieces in more than two years, then stepped in and watched the second-hand price rise and waited for the price to be sold (his consumption behavior was also a big reason for the hot second-hand market), and then bought three works he really longed for with the proceeds of the transaction. However, this person is really a Bugatti fan. Besides these three favorites, there are only two intelligent walkers at home. On the other hand, these Bugattis have very special historical significance (both EB 1 10 have Romano Artioli's signature, and the last prototype of Veyron has Ferdinand Pi? Ch autograph). By the way, the current price of EB 1 10 is almost enough for you to buy two Veyrons. The last transaction involved more than 2 million euros.
We originally arranged for a Kay Long Xing to be delivered directly to this track from Bugatti base camp, but it had to be recalled temporarily for some "engineering reasons". The so-called engineering reason is not a euphemism for the crash, but the need for waste emission testing. This change has upset our wishful thinking of bringing together four turbocharged four-wheel drive Bugatti, which is a pity, but the absence of Kay Long Xing also means that Veyron can grab more limelight. I used to think that Veyron was bloated, but with the passage of time, now I think it is like a tiger's back, full of platform modeling and exquisite lines.
Veyron also exudes a kind of tension, vaguely revealing the depth of his engineering knowledge, sacrificing delicate driving sense and agility, and persisting in integrity and stubbornness. It is not only a car, but also a powerful statement. On the day of its debut in 2005, it announced to the world that Bugatti was making a down-to-earth comeback with the support of Volkswagen Group.
EB 1 10, which appeared fourteen years earlier than Veyron, conveyed a completely different message. This Bugatti is as ambitious and ambitious as Veyron. It is also committed to revitalizing its brand and reversing its financial situation, but it has many twists and turns during pregnancy. The Campogalliano factory, which lasted for two years, was finally built, so Bugatti immediately asked famous architects to try to design cars.
Actually, it wasn't immediately because Marcello Gandini, the master designer, refused to revise his radical original plan. Bugatti decided to ask Giampaolo Benedini, the architect who designed the new factory, for help, asking him to design a car, and Ben Edini was also responsible. The shape of EB 1 10 may not be as unique as other 1990 supercars, but its body with a large number of vents is unique, and the most important thing is that the overall design is very compact. Especially when you know that Benedini has managed to put the four-wheel drive system and the 3.5-liter four-turbine V 12 under this tight shell, you can only say that you admire it, even though there is no reserved luggage space in the car. There are not many problems, but nothing.
On the other hand, 603 horsepower was more than enough in that year and today. The original EB 1 10 GT officially debuted in September, 199 1, 553 horsepower. Half a year later, Bugatti announced the launch of SS version, which increased horsepower by 50 HP and reduced weight by 150kg (thanks to the use of internal and external carbon fiber boards). With the improvement of SS according to the purpose of the competition, the driver can ignite by pushing down the ignition safety switch, then press a small button that says démarrer (meaning engine), then he hears the engine rage, and finally enters an idle state that sounds like shaking the gravel in the paint can. But somehow, the whole process was wonderful. As for the carriage, from the dark and dusty scale, the instrument panel with rough felt to the dull wooden gear handle, it is also full of fighting atmosphere.
When passing through the broken asphalt road carefully, I think this EB 1 10 is very solid, with a powerful engine, gnashing teeth and cadence. Because the engine was too strong and overbearing, when I dared to test the speed above 2000 rpm, I immediately backed out because of the huge noise from the engine compartment. I'm afraid if I continue to refuel, I don't know what will happen to this car.
Is this kidney shape more artistic? Please forgive the incense burning from the roadside stall downstairs. The venue also makes me nervous. When I go straight along the straight line of the circular runway, the curve inclined inward by 60 degrees is like a huge wave. Imagine that this scene happened at 1923 ... since the runway was completed, in fact, only the official race was held at 1923, and then the race was moved to other venues, not because of the safety of the venue, but because of the financial problem. This is another story worth telling in Sitges-Terramar. It is said that because of the problem of unpaid wages, the construction workers ran to the scene on the opening day of the track to demand payment with admission income and competition bonus (the scene must be very dangerous).
After nearly a hundred years of idleness, the pavement of this runway has generally become quite unbearable. During the test run, I have to bypass the pits and gravel on the ground from time to time, but my confidence is getting stronger and stronger. Because I am familiar with the sound of the engine, I dare to challenge the height of the curve more and more. So I asked Andy Wallace to drive Veyron with me, and loris Bikoch was in charge of the silver EB 1 10. The three of them marched happily on the field, only feeling that the mellow voice of Veyron was very different from EB 1 10.
Try real kung fu? There is also a venue. Different from other racing cars, the expressway can let me know more about these EB 1 10, so the next day the group went to the mountains west of Barcelona. For the first time, I used Veyron to break through the winding and smooth road. This car is really a torque monster, and its power seems bottomless. Although its strength is rough, its skills are very clever, and its level is almost exciting. It seems that the three souls and seven spirits have all drifted to the outside of the cloud nine. It is really Teflon in Super Super Super Run.
Like Velcro in a car. No matter where you aim, it will hook to the end like a fishhook. This guy will make you think twice, often wondering what he will do next, or why he will do it. Even if the driver tries his best to go straight through the corner, it is difficult to force the suspension spring to compress, and the response to entering the corner is not very positive. Only the inertia of the four-wheel drive system can be blamed for weakening the fierceness of entering the corner. However, once in the corner, the footwall appears stable and calm. If the speed of the supercharger can be maintained during the process, the leaves can be swept away by the strong wind at the moment of turning.
Speaking of turbocharging, below 3000 rpm, the sound of turbocharging is more powerful than turbocharging, but above 3000 rpm, the opposite is true. Unlike modern turbocharged engines, this power system attempts to maintain a long-term stable supercharging effect before interrupting supercharging at 6500 rpm. On the contrary, the higher the speed, the stronger the pressurization sound and the stronger the thrust, which is absolutely amazing. It seems that the harder the piston is, the more air the turbocharger injects into the cylinder. This pair is not a loud engine, but a V 12 that kills the sky, cries ghosts and grabs land. It's terrible, but it makes people feel that this life is worthwhile. It is said that a racer pointed out that it accelerates as fast as a prototype like Ferrari F333SP. No wonder my feet felt weak when I got off the bus.
Unfortunately, looking at the present, I don't see any connection between Bugatti and racing. Well, the past doesn't matter much anyway. Le Mans EB 1 10 was born because a big boss wanted to do something different. I hope I can meet such people again in the future.
This article comes from car home, the author of the car manufacturer, and does not represent car home's position.